Electric-elevator apparatus.



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z SHEETS-SHEET 1.

@wvo/wko@ PATENTED OCT. ll, 1904.

E. R. CARICHOPF.

ELECTRIC ELBVATOR APPARATUS.

APPLICATION FILED JULY 29,1903.

N0 MODEL.

PATENTED OCT. ll, 1904.

E. R. CARICHOPP.

ELECTRIC ELBVATOR APPARATUS.

APPLICATION FILED JULY 29, 1903.

RS HEETS-SHEET 2.

N0 MODEL.

y. 51A/uan to@ UNITED STATES Patented October 11, 1904.

PATENT OFFICE.

PORATION OF NEV JERSEY.

JERSEY, ASSTGNOR TO NEWT,l JERSEY, A OOR- ELECTRlC-ELEVATOF- APPARATUS.

SPECIFICATION forming part of Letters Patent N o. 772,086, dated October11, 1904. Application iiled July 29, 1903. Serial No. 167,462. (Nomodel.)

T all whom, t puny concern,.-

Beit known that I, EUGENE R. Clinici-IOFF, a citizen of the UnitedStatesand a resident of East Orange, Essex county, New Jersey, haveinvented certain new and useful Improvements in Electric-ElevatorApparatus, of which vthe following is a specilication.

This invention relates to elevator apparatus, but more particularly toapparatus control- 1 o ling electric elevators; but the invention isapplicable to and may be used in other connections.

The object of -this invention is to improve upon apparatus of the aboveclass, to increase i 5 the facility of handling` it, and to simplify itsparts.

My invention provides what might be called a semi-automatic system ofcontrol, whereby the operation of the motor may be readily zo controlledfrom the car positively and with certainty.

Further objects of the invention will hereinafter appear; and to theseends the invention consists of apparatus for carrying out the aboveobjects embodying the features of construction, combinations ofelements, and arrangement of parts having the general mode of operationsubstantially as set forth in this specification and shown in theaccompanying' 3o drawings and specifically pointed out in the claims.

Referring to the drawings, Figure 'l is a front elevation, partly insection, of a switch embodying a part of the invention. Fig. 2 is avertical sectional side view of the switch. Fig. 3 is a rear elevationof the switch, partly in section. Fig. 4 is a diagrammaticrepresentation of circuits and apparatus for controlling an elevator andconnected to the de- 40 vice illustrated in Figs. l, 2, and 3. Fig.

is a diagrammatic representation of a modification of the circuits andapparatus whereby resistance is automatically inserted in thebrake-magnet circuit.

Like characters of reference indicate corresponding' parts in thedifferent iigures.

Referring to the drawings, Figs. l, 2. and 3 represent a switch adaptedto be used upon an elevator-car for controlling the apparatus. Itconsists of a suitable casing A, shown in this instance supported uponhollow columns B, one of which is adapted to contain theconducting-wires and the other of which con- -tains a dash-pot for theswitch, constructed to operate as will be described. YVithin the casingA is suitably secured a base O, which may be of slate or other suitableinsulating material, upon which are mounted suitable fingers or brushesD, forming contacts to which the several conducting-wires of theapparatus are connected, as illustrated diagrammatically in Fig. 4.Mounted in a suitable bearing in the casing A is a shaft E, providedwith a pinion F at one end, fast thereto and arranged outside of thecasing, while at the other end anarm G is provided, fast upon the shaft.A contact-segment H is shown suitably connected to but insulated fromthe arm G, whereby circuits may be completed between the contacts D asthe contact-segment H is moved about the shaft E as a center. Means areprovided for rotating the shaft E. As shown, a stud I is supported onthe casing A and a lever J is pivoted upon said stud l.

A toothed segment K is also pivoted upon said stud l, and, as shown,meshes with the pinion F. lVithin the hub L of the lever J is shown asuitable iiat spring' O, one end of which is connected to the segment K,while the other end is connected to the hub L of the 8O lever, so thatthe segment K is connected to be operated by the lever through thespring. The segment K is provided with a stop P, against which the leverJ abuts to positively operate the segment in one direction-as, for 35instance, when moving the switch to cause the carto move down. Then thelever J is moved in the other direction to send the car up, the segmentK is moved by means of the spring O. According to this construction thespring O always tends to press the stop P against the lever J, and meansare provided for maintaining said lever in a central position, as bymeans of the spring-pressed latch Q, provided with a linger-piece R,said latch being adapted to 05 enter a recess Q, provided upon thecasing A.

As shown, the segment K is provided with an arm S, connected by a linkTwith a rod U, which extends downwardly through the hollow support B andis connected to operate the piston V of the dash-pot. The dash-potcomprises a section of metal tubing IV, aliiXed to a base-piece X.Between the section of tubing W and the walls of the support B is showna space for the circulation of the oil or other Huid in the dash-pot.the tubing IV, as shown, is provided with a ball-valve Y or othersuitable valve and ports Z, which freelyT admit the oil when the pistonV is ascending, but which check the passage of the oil when the pistonis descending. As shown, in one side of the tube W, forming thedash-pot, are several openings, in this instance two being shown. One ofthese openings t is covered with a piece of metal b, so that the cavityformed acts as a by-pass for the oil, thereby permitting the piston V tomove freely while passing this point. As shown, the upper opening c inthe tube W is not covered. In the operation of the apparatus themovement of the piston V is retarded at different points in its downwardpassage. At Z/ is shown an adjustable port through which the oil escapeswhen the piston V is descending and the ball-valve Y is closed and bymeans of which the retarding effect of the dash-pot may be regulated.The rod U forms a guide for a spiral spring (Z, which is arranged undercompression between an upper washer e, bearing against the upper end fof the column B, and a lower washer g, adapted to bear upon a largerwasher t, which is supported by the section of tube or dash-pot IV. Atthe lower end of the rod U is a sleeve z', connected to the piston V.According to this construction it will be seen that the spring CZ actsas a centering device and that the rod U, and consequently theswitch-segment K, cannot be moved from the central position withoutcompressing the said spring d. The flat clock-spring O in the" hub ofthe switch-handle should be stronger than the spiral spring CZ, for inthe operation of the device the spring O compresses the spring Z and atthe same time operates the switch when the switch-handle J is moved inone direction-as, for instance, in the up direction.

Referring then briefly to the operation of the switch, it will be seenthat as the handle J is moved in one directionas, for instance, in thedown direction or to the right in Fig. l-the segment K will be carriedpositively to the right, because of the stop P, which bears against thelever J, and the pinion F will be rotated, therebyrotating the shaft E,which causes rotation of the contact-segment H to the right or in thesame direction that the handle J is moved. The piston V will be movedupwardly in the dash-pot freely, be-

The lower portion of as a generator.

spring Z will tend to bring the lever back to its central position. Theoperator will hold the lever J over until he desires to stop the motor,when he will return it to its central position. Then the lever J ismoved in the other direction, there will be no positive engagement withthe segment K, and the force of the spring O is brought into play bothto compress the spring CZ and to move the segment K to the left, therebycausing rotation of the contact-segment H to the left to coperate withthe contacts D at the left of' the switch. The piston V will be forceddownward in the dash-pot IV, and its movementy will be retarded, so thatalthough the lever J may be moved rapidly to the left, Fig. l, or in theup direction there will not be a corresponding rapid movement of thecontact-plate H, for its operation is retarded through the dash-pot,which is regulated by the adjustable port Z', and by this means delicacyand certainty of operation are obtained. When the piston V passes theopenings L and c in the dash-pot, it will have no retarding effect, andso at these points the piston and the contactsegment H will moverapidly. The operator canbring the contactsegment back to its centralposition positively by centering the lever J.

In connection with the switch described I have diagrammaticall yillustrated circuits and apparatus for operating an elevator, whichcircuits and apparatus embody a magnet-controller connected to beoperated from the car.

Referring to Fig. 4C, j' represents a suitable electric motor which maybe of any suitable type, preferably a slow-speed motor with stronglycompounded winding', the shuntfield being connected directly across themain lines Z 0 in parallel with the armature and the series p connectedin series with the armature. The car q is represented diagrammatically,and upon the armature-shaft o is provided a suitable drum s,representing diagrammatically means for operating the car by means ofthe rope t, shown broken away for clearness ofillustration. In thisinstance the elevator to which this apparatus is connected is of thetype in which the load is lifted by the motor j, but descends by gravityunder control of the same motor, which is reversed in direction and isdriven by the car The car therefore is understood to be heavier evenwith minimum load than its counterweight, if it has one.

AA suitable brake-shoe u is shown in connection with the apparatus andis connected to be lifted by a brake-magnet whose windings are soconnected with other devices that the brake u may be either entirelylifted or only partially lifted or eased Controlling devices forelevators in common use serve the purpose of protecting the motor fromexcessive current in starting and cut-out resistance in such manner asto secure IOO IIS

ISO

some degree of smoothness in stopping and starting; but owing to theextremely variable loads which it is necessary to handle and theimpossibility of smoothness in operation one of the prime requirementsof controlling devices is that of particular delicacy in operation. Ashereinbefore stated, one of the objects of this invention is to obtainthe delicacy of operation required, and to this end the car- `switchdescribed is shown operating' in conjunction, in Fig'. 4, with amagnet-controller for the motor, comprising a series of magnetsconnected to control resistance for the motor and also connected tocontrol the brake-circuits, these magnets being so connected that everyfunction of the controller may be governed by the car-switch, thusgiving the operator perfect control of both the motor and the brake. Inconnection with this apparatus suitable means are provided both in theswitch and in the controller for automatically regulating the motor andbrake circuits,

' guarding against bad eifects which might arise hould th'e operator beinexperienced or careess.

As stated, the operating-switch is shown diagrammatically upon the carg. The contact-segment H is shown in a central position, with thecontacts VD at each side. Those on the up side comprise contacts 6 1 2 34 5, and those on the down side com prise contacts 6 Al B 3 4 5. Anysuitable number of contacts may be provided as desired, depending upon`the number of circuits to be controlled. In the actual operation of theswitch the contact-plate H is insulated from the arm which carries it,but in the diagrammatic view of Fig. 4, for convenience of illustration,the positive lead e is connected directly to the pivotal shaft of theswitch, but in the actual operation of the device the positive lead is.v

placed in electrical connection with the segment H, as shown in Fig` 1,by additional contacts 5() and 51. The magnets l 2 3 4 6, provided withthe cores w and insulated contact-pieces control the operation of themotor and the brake. The magnets referred 'to are connected to theswitch on the car through a flexible cable.

At 38 is shown a switch the purpose of which is to connect the positivemain through the conductor e to the car-switch, thus making it operativeas it does when 38 is moved upward, or else to a similar switch y,preferably placed on or near the motor-controller, thus making yoperative as it does when 88 is moved downward. This switch ,1/ has acontact-segment H2 and contact-pieces 6, 1, 2, and 3' on the up side andcontact-pieces 6', A, B, and 3 on the down side. These parts correspondto similar parts of the car-switch, and as their function is the same itwill not be necessary to describe them further. This switch, if desired,may be the counterpart of the carswitcli.

By the operation of the controlling-mag-- nets 1 to 6 resistances R, R3,R, R5, R, R7, R, R, and R10 are controlled and also contacts R, R, and25.

The brake-magnet s comprises the main winding 2O and the auxiliarywinding'21.

A magnet 7 connected in the main circuit, is provided with a core 9 andcontact 10 and is connected to control the contacts 11. Another magnet8, connected in a shunt across the brushes of the motor, is providedwith a core 12 and contact 18 and is connected to control contacts 14and 15.

22 represents a resistance connected to be included in a short circuitaround the armature of the motor when the car reaches the lower limit ofits travel, and when the car reaches the upper limit of its travel aswitch .23 is adapted to be opened to break the circuitof the motor.

Vith the parts in the position shown in Fig. 4 the contact m of magnet 1is shown bridging contacts R, which completes a short circuit around thearmature through a portion of the resistances referred to-namely, R@-and through the series lieldp. The first movement of lever J of thecar-switch to either the right or left will close a circuit at contact 6from the positive main, conductors o and 80, through magnet 6, to thenegative main. This will cause 6 to become energized, and it will drawup its core w and cause its contact a; to bridge the resistance R6instead of resistance R7, as shown in the drawings. If the operatorwishes the car to go up, he will move the lever J to the left, Fig. 4,and the next circuit to become closed will be that through magnet 1 byconnecting' conductor c to conductor 81 at contact l. lVhencontrollingmagnet 1 is energized, lifting its core w, the upper contactsR are bridged, and the circuit of the motor is completed from thepositive main o, through magnet 7 and resistances R2 R3 R R5 R7, themotor-armature, and series Held, to the negative main. A contact 25 isalso included in circuit, which includes the auxiliary brake-magnet coil21 in circuit by means of wires 26, thereby partially lifting or easingthe brake. Magnet 8 is also thrown across the brushes of the motor, forwhen the contact .f of magnet 1 is down the magnet 8 is short-circuited.Resistance R2 is preferably very high, so that the motor is not startedwhen magnet 1 is energized. Then the controlling-magnet 2 is energizedby moving segment H of the car-switch up to contact 2, it will be seenthat resistance R2 is short-circuited, and at the same time a contact 28is included in circuit for completing the circuit of the main brake-coil2O through wires 8O and 26. Since the magnet 7 was included in circuitwhen contacts R were bridged, it will be seen that a complete circuit ismade through the main coil of the brake-magnet, because contacts 1l arebridged if there is any current iiowing through the motor-armature. Whenmagnets 3, 4, and 5l are energized, resistances R3, R4, and R5 are shortcircuited. The extreme position of the car-switch will allow thecontact-segment H to run oilg from the Contact 6. The circuitthrough 6awill be broken and its contact will drop, thus shortcircuiting theresistance R7. rlhus step by step the resistance will be removed fromthe armature-circuit. The object oi' having magnet 6a operate asdescribed is to prevent a complete armature short circuit in the eventof all the magnets being suddenly denergized, and thus dropping theircores. It will be seen that magnet 7 in the ,main circuit acts as asafety device for the brake, controlling the circuit of the brake, forshould the current in the motor-armature be interrupted the current inthis magnet would cease and the brake would be applied. When magnet 8 isenergized, contacts 15 15 are bridged, and a separate circuit iscompleted by meansV of wire 35 to the magnet 1. When magnet 8 isdeenergized, a circuit is completed, through con-- tacts 14 14, as shownin the position of the parts in Fig. 4, from the car-switch, by means ofwire 36, to the main coil of the brake-magnet. Magnet 8 comprises ashunt-coil connected, as described, across the brushes ot' the motor andis maintained energized as long as there is a moderate degree ofpotential in the armature-circuit. This arrangement prevents the maincurrent from-being cut ol' while the armature is revolving rapidly andguards against an armature short circuit while the car is going up.

At 50 a centrifugal governor is shown controlling contacts in thecircuit of the main coil 20 of the lbrake-magnet s'. It' it is desiredto use this arrangement, the governor may be connected, by any suitablemeans, to some moving part ci' the elevator mechanism, so that upon anundue increase of speed it will act to partially apply the brake.

In the description of the operation of the car-switch it will beunderstood that the operation is the same for the switch y, which latterswitch is mainly used for testing. The small switch 38, as alreadydescribed, is arranged to switch the current either to the car or to thetesting-switch, as desired.

The operation of the apparatus from the car-switch may be described asfollows: When in the central position, the handle J is locked and allthe magnets are denergized, as shown in Fig. 4. Let it be assumed thatit is desirous to move the car upward. On the first movement oi' thehandle J for up-circuit is completed through contact 6 on the up side ofthe switch, and magnet 6a is -energized through wire 80, thereby puttingin all the resistance in the up circuit. Upon further movement of theswitch-handle contact 1 is Y included in circuit and magnet 1a isenergized through wire 81, thereby completing the main circuit to themotor and partially lifting the brake. As stated, the resistance of R2is so great that the car does not startup. Further movement of theswitch-handle J energizes magnet 2L through wire 82, therebyshort-circniting resistance R2 and completing the circuit of the maincoil of the brake-magnet, which completely lii'ts the brake. The car nowstarts up slowly. To make a stop from this low speed, the handle J isturned back just far enough to denergize magnet 2,where the handle isheld until the car stops. The handle J is then returned to the center.Having started the car up at a slow speed, the handle J may be soadvanced as to energize magnets 3, 4, and 5fl in succession throughwires 83, 84, and 85, and then contact-segment H is moved out of contactwith contact 6, thereby denergizing magnet 6a and shortcircuitingresistance R7, thus removing all of the resistance from the up-circuit.It will be seen that the speed of the motor is increased as each magnetoperates until full speed is reached. To slow up from full sp'eed, thehandle J of the switch is returned toward contact 2 and held until thedesired speed is obtained. To stop short from full speed, the handle Jis returned to the center, and when this is done all the magnetsexcepting Fare deenergized. Magnet 1:l remains energized because itscircuit is maintained completed through contacts 15 and wire 35,controlled by magnet 8. Under this condition of circuits the motorcontinues to receive current from the line through all of theresistances of the up-circuit excepting resistance R7, short-circuitedby magnet 6. rlhe main brake-circuit, it will be seen, has been openedby the dee'nergizing of magnet 2, .and the brake is therefore appliedwith some force, though not to its full power, and the speed of the caris gradually checked. The counter electromotive force of the armaturecauses current to pass through magnet 8, thereby maintaining itenergized until the armature speed has been greatly reduced. When thespeed of the armature becomes very slow, magnet 8 is denergized, therebydenergizing magnet l, which. then operates to break the main line,applying the brake with full power. By this very simple arrangement ofcircuits and apparatus the danger of a sudden stop on the up-trip isentirely avoided. Then the car reaches the upper end of its travel, itwill open the switch 23, thus cutting oi the current from the wholesystem, applying the brake, and stopping the car. The iirst movement ofthe switch-handle J in the downward direction connects Contact 6 at thedown side of the switch into circuit, which energizes magnet 6, therebyshort-circuiting resistance R, and thus all of the resistance in thedown-circuit is removed therefrom. In the further movement of the switchcontact A is included in circuit, thereby completing the circuit of IOOIIO

the auxiliary winding of the brake-magnet .a through wire 40, whicheases the brake and permits a very slow motion of the armature, themotor acting as a generator and being driven by the weight of the carand the load. I/V hen contact B is included in circuit, a circuit iscompleted through the main coii of the brake-magnet by wire 36 andcontacts 14, which are bridged by contact 13 of magnet 8. Magnet 8 inthis instance is short circuited by contact @c of magnet l. The brake istherefore lifted, and the car now starts down slowly, the series fieldbeing the only resistance in the armature-circuit of the motor. Furthermovement of the switch-handle J .completes the circuits of magnets 3, 4,and

5t through wires 83, 84, and 85, thus including resistances R10, R, andRS in the armaturecircuit. When the contact-plate H is moved clear ofcontact 6, magnet 6 is denergized, thereby including resistance R(i incircuit, so that all of the resistance is gradually included in thearmature-circuit, which permits an increased speed of the armature, themotor acting as a generator. The handle J may be moved rapidly tofull-speed position and may be returned rapidly to apartially-reducedspeed position; but the movement of contactplate H isretarded by the action of the dashpot, as hereinbefore described inconnection with the switch. Vhen the contact-arm 45 of the down-limitresistance 22 is actuated by the movement of the car as it reaches thedown limit of its travel, a short circuit is completed about the motorthrough the resistance 22 and thev series field, which brings the motorto a stop.

In some instances it maybe desirable to use auxiliary limitsv arrangedto break the circuit of magnet 2, and thereby partially apply the brakeand insert resistance in the armaturecircuit. In Fig. 4 an auxiliarylimit-switch 55 is shown in the circuit of magnet 2, which may bearranged to be operated by the movement of the car.

Y Sometimes it may be desirable to use but onewinding on thebrake-magnet and to obtain the effects desired by the insertion ofresistance in the magnet-circuit. This arrangement will accomplish thesame results as hereinbeforeA described and requires but a slight changein the diagram of circuits. Fig. 5 shows this modification. In this casewhen the operator starts the car up and causes the magnet l to be raisedthe circuit through the brake-magnet 2O will be closed through theresistance and the brake partly released. When magnet 2 is raised, thisresistance 70 will be short-circuited and the brake fully released.vWhen the operator turns the carswitch for the downward travel of thecar, the brake will be partly released when the contact-segmentH isbrought in contact with the contact A', for a circuit will ythen beestablished through the .resistance 7l and the brakemagnet 20, and thebrake will be fully released when contact-segment H touches contact B,for then the resistance .Tl will be shortcircuited. In either of thesecases the effect on the brake will be the opposite when the car-switchis brought back toward the centerthat is, the brake will first beapplied lightly and then with full power as resistance is thrown intothe circuit of its magnet, and then the circuit is broken. The governor50 in this case may be arranged to normally short-circuit a resistance72 and to throw this resistance 72 into the brake-magnet circuitwhenever the car speed becomes excessive when running down. Of course itmay be arranged to act in the same way on the up motion, if desired.

The objects and advantages of the intermittent dash-pot, alreadydescribed, may be brifiy set forth as follows: vWhen the operator startsthe car up, it is desired to energize the magnets 6, l, and 2 promptly.First 6 puts all the resistance in the armature-circuit. Then l closesthe armature-circuit and eases the brake; but the car will not startuntil the large resistance R2 is cut out of the circuit by 2. So inorder to insure a prompt start it is desirable to make these three stepsquickly. The result is produced by the cut-out or bypass, as alreadydescribed. Then the car is running down at full speed and the car-switchis in the full down position, the piston V is at the upper part of thedash-pot by the opening' c. So when the operator desires to stop the carthe first few steps for slowing down may be made quickly, as thedash-pot has no retarding effect until its piston V has passed theopening c; but the rest of the operation will be made slowly under theaction of the dashpot, so that it will be impossible for the operator tomake a sudden and disagreeable stop.

Obviously some features of this invention may be used without others,and the invention may be embodied in widely-varying forms.

Therefore, without limiting myself to the construction shown anddescribed or enumerating equivalents, I claim, and desire to secure byLetters Patent, the following: l. In an electric switch, the combinationwith an operating-handle and a contact connected to be operated thereby,of a dash-pot constructed to operate with varying degrees of retardationin the movement of the switch, and opposing springs of differentstrengths connected to control the operation of the contact, thestronger spring being connected to actuate the contact in one direction,and the weaker spring acting as a centering device.

2. In an electric' switch, the combination with the operating-handle, ofa contact connected to be moved by said handle positively in onedirection, a spring interposed between said handle and the contactwhereby the contact is moved in the other direction by means of aspring, and a dash-pot connected to retard TOO IlO

IIS i the movement of said Contact under the iniuence of the spring andconstructed to operate with varying' force vat different points in themovement of said contact.

3. In an electric switch, the combination with the operating-handle, ofa contact connected to be moved by said handle positively in onedirection, a sp1-ing interposed between said handle and the contactwherebythe contact is moved in the other direction by means of a spring,adash-pot connected to retard the movement of said contact under theinuence of the spring and constructed to operate with Varying force atdifferent points in the movement of said contact, and another springweaker than said first-named spring acting in opposition theretotending' to return the switch-contact to the central position.

1. In an electric switch, the combination of a switch-operating lever, asegment connected to be positively operated by said lever in onedirection, and a spring connection between the lever and segment foroperating the segment in the other direction, a contact-arm connected tobe operated by said segment, a dash-pot having a piston and rodconnected to the segment, and a spring operating in conjunction with thedash-pot and acting as a centering device for the switch.

5. In an electric switch, the combination of a switch-operatinglever, asegment connected to be positively operated by said lever in onedirection, and a spring connection between the lever and segment foroperating the segment in the other direction, a contact-arm connected tobe operated by said segment, adash-pot having' a piston and rodconnected to the segment, passage-ways adapted to vary the resistance ofthe dash-pot in different points in the movement of the piston, and aspring operating in conjunction with the dash-pot and acting as acentering device.

6. In electric-elevator-controlling apparatus, the combination with thecar and motor, of controlling-circuits and devices therefor, a switch onthe car connected in said circuits, and means operating in connectionwith said switch and constructed to produce varying retardation of theswitch at dierent points in the operation of said switch.

7. In electric-elevator-controlling apparatus, the combination with thecar and motor, of controlling-circuits and devices therefor, a switch onthe car connected in said circuits, and a retarding device for saidswitch constructed to operate with varying force at different points inthe movement of said switch.

8. In electric-elevator-controlling apparatus, the combination with thecar and motor, of controlling-circuits and devices therefor, a switch onthe car connected in said circuits, and a dash-pot connected to saidswitch and constructed with passages so arranged as to produce varyingretardation of the switch at different points in the movement of saidswitch.

9. In controllingapparatus for elevators,

the combination with the car and motor, of.

controlling-circuits and devices, a main magnet and contacts for closingthe main circuit, a magnet connected in a shunt-circuit across thebrushes of the armature of the motor and arranged to control the circuitof said main magnet, whereby the main magnet will be maintainedenergized until the armature speed is reduced to a predetermined degree.

10. In a motor-controlling apparatus the combination of twocontrolling-circuits each containing resistance, one of said circuitsbeing in parallel with the motor-armature and the other in seriestherewith, and a magnet arranged to remove resistance from one cir--cuit and insert resistance into the other circuit.

11. In elevator-controlling apparatus, the combination with the motor,of an up-circuit and a down-circuit both containing resistance, and amagnet arranged to control a portion of said resistance in such mannerthat as resistance is removed from one circuit by the magnet, resistanceis inserted in the other circuit in either direction of movement of themagnet-core.

12. In motor controlling apparatus, the combination with the motor and abrake, of means controlled bythe speed of the motor for preventing themore than a partial application of the brake until the speed has fallento a predetermined amount.

13. In an electric-elevator-controlling apparatus the combination withthe car and motor, of controlling-circuits and devices therefor, aswitch on the car connected in said circuits, a brake on the motorcontrolled by said switch and means controlled by the speed of the motorfor preventing the full application of the brake.

111. In an electric-elevator-controlling apparatus, the combination withlthe car and motor, of controlling-circuits and devices therefor, aswitch on the car connected in said circuits, a brake on the motorcontrolled by said switch arranged to be released or applied withvarying degrees of force, and means for partially applying' said brakewhenever the car speed becomes excessive.

15. In motorcontrolling apparatus, the combination of a motor and anelectric brake having' a plurality of windings, controllingcircuits anddevices therefor and a switch connected in said circuits arranged tocontrol the motor and to connect one or more of said brake-magnetwindings in electrical circuit.

16. In motor controlling apparatus, the combination of a motor and anelectric brake having a plurality of windings, controllingcircuits anddevices therefor, a switch connected in said circuits arranged toconnect one or more of said brake-magnet windings in electrical circuit,and a speed-governor arranged to open a part of saidbrake-magnet-windings circuits.

IOO

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17. In an elevator-controlling apparatus, the combination with the car,oi'a motor adapted to operate as a motor for one direction of the cartravel and as a generator for the other direction of the car travel,separate controlling-circuits containing resistances for each of saidoperations, and one series of magnets connected to control both of saidcontrollingcircuits and resistances.

18. In a motor-controlling apparatus, the combination with the motor, oftwo controlling-circuits containing' resistance, and a magnet arrangedto prevent the complete armature short circuit through eithercontrollingcircuit.

19. In an elevator-controlling apparatus,

